Torque and speed control governor

ABSTRACT

An axially movable governor shaft is acted upon by flyweights in opposition to a force transfer spring and a plurality of torque control springs. The force exerted by the springs is increased or decreased by a fuel pressure differential measured at a variable orifice at the fuel inlet. The position of a servo valve is controlled both by the pressure differential and by the position of the governor shaft to control a flow metering orifice through which fuel to be injected into the engine must pass.

United States Patent Muir 1 51 June 6, 1972 [54] TORQUE AND SPEEDCONTROL 2,364,817 12 1944 Reggio ..123/140.1 GOVERNOR 3,565,047 2/1971Bulvas ..123/140 FG 2,910,969 11 1959 R .123140.1X [72] Inventor: EarlB. Muir, Palos Verdes Peninsula, 2 57] 842 951 z 137/58 Calif.

[73] Assignee: White Motor Corporation, Cleveland, PrimaryExaminer-William E1 Wayner Ohio Attorney-Smyth, Roston & Pavitt 22 F1 d:Au 7 1970 1 g 57 ABSTRACT [21] App1.No.: 61,980 I An axially movablegovernor shaft 1s acted upon by flywe1ghts in opposition to a forcetransfer spring and a plurality of US. Cl- MC, torque control springs'rhe force exerted the springs is in- [51 lift. Cl ..F02d 1/04 creasedor decreased by a fuel pressure iff measured [58] Field of Search"123/1391 140 140 MC; at a variable orifice at the fuel inlet. Theposition of a servo 137/58 valve is controlled both by the pressuredifferential and by the position of the governor shaft to control a flowmetering ori- [56] References Cited fice through which fuel to beinjected into the engine must UNITED STATES PATENTS Pass- 3,219,020 11/1965 Roosa 123/1401 21 Claims, 3 Drawing Figures TORQUE AND SPEEDCONTROL GOVERNOR BACKGROUND OF THE INVENTION The present inventionrelates generally to the field of control of internal combustion enginesand especially Diesel engines into which fuel is injected forcombustion. More particularly, the invention relates to such a governorfor use in a system in which the maximum fuel delivered to the enginevaries as a function of engine speed so as to produce a desired torquecurve or, in other words, a desired relationship between maximum torqueand speed.

Many of the torque control governor systems which have been devisedbasically comprise systems which limit or control the maximum fuel thatcan be put into an engine as a function of engine speed. Since theamount of fuel injected into an engine determines the torque output ofthat engine, control of the fuel injection results in control of theshape of the engine maximum torque curve as a function of speed.

In most engine applications, it is nonnally desired to produce a maximumtorque curve which is shaped in a concave fashion so that the maximumfuel injection and maximum torque occur at some speed below the maximumengine speed. If the curve which is characteristic of an engine isformed in this way, an overload placed upon the engine when it isrunning at maximum speed will not cause the engine to stall or stoprunning. Instead, the overload will cause a speed reduction and, as thespeed drops, the fuel injected into the engine, and therefore the torqueprovided by the engine, will increase; this utilizes the engine'stendency to lug under the load to produce greater torque to support itor, at least, to reduce engine speed in a gradual rather than suddenfashion.

In one type of torque control governor which has been devised to limitthe maximum fuel that can be put into an engine as a function of enginespeed, the fuel pressure at a fixed orifice in the injector iscontrolled. In that system, fuel is delivered under pressure to a cavitybetween a governor shaft and a piston or servo valve so as to controlthe size of an orifice through which the fuel passes to the injector bymovement of the governor shaft. The fuel in that cavity returns to thefuel source or sump and is then recirculated.

Unfortunately, this system is subject to tampering since, if the lineleading from the cavity to the sump is blocked or otherwise obstructed,the increase in pressure in the cavity will result in an increase in thefuel delivered to the injector and, consequently, an increase in engineoutput torque. However, in most cases this is highly undesirable sinceit overloads the engine and increases the hydrocarbon and smokeemissions therefrom.

Other types of torque control governors which have been developedutilize a variable orifice to generate a pressure dif ferential whichacts through a servo system to control the size of a flow meteringorifice. Although these systems operate in a manner which is somewhatsimilar to the present invention, they require the use of a servo systemwhich is rather complex and expensive due to the large quantity ofhardware necessary to accomplish the desired result. These systems alsorequire some external device to act as a speed control governor.

Additionally, these torque control governors are incapable ofcontrolling the engine speed with the structure described. Instead, aseparate and distinct governor system must be provided in order toaccomplish speed control. In many applications, it is desirable toprovide such a speed control governor to control the engine so that, asfar as possible, engine speed output is maintained at a relativelyconstant value. In some speed control governors, engine output speed,which is maintained constant by the governor, can be varied by anoperator controlled unit so that speed changes can be made and thegovernor will maintain any selectable speed desired by the operator.

Engine control systems which require the use of two separate controlsystems to produce both speed control and torque control have beensubject to an inherent instability when engine operation requires ashift of the control from one system to the other. In other words, ifthe engine is operated at a constant speed so that it is beingcontrolled by the speed governor and a sudden load is applied, thecontrol function is shifted over to the torque control governor. Duringthis period of shifting control, a period of instability occurs duringwhich neither control system has total control and the engine is neithermaintaining its constant speed nor producing the required torque.

Most of the prior art engines have required two separate governors-onefor speed control and one for torque control-resulting, to some extent,in a duplication of hardware. This factor contributes to the instabilityduring the shift in control from one control system to the other.

SUMIVIARY OF THE INVENTION In the present invention, a single governoris provided which produces both torque and speed control. Torque controlis provided by the utilization of a flow measuring orifice through whichall incoming fuel must pass. The size of the orifice is controlled by agovernor shaft acted upon by the pressure differential of the fuel oneither side of the orifice, torque control and force transfer springs,and the governor flyweights.

These same forces are imposed upon a servo valve which controls the sizeof a flow metering orifice through which the injection fuel passes inleaving the governor.

The speed control capability of the governor is provided by the use of asliding sleeve, containing the flow measuring orifice, which may bemanually adjusted by the engine operator so as to position the Howmeasuring orifice relative to a shutoff shoulder on the governor shaft.Movement of the governor shaft as a function of engine speed will tendto alter the size of the measuring orifice and, therefore, the fuelflow.

In an alternate embodiment, a pair of centrifugal force actuatedgovernor weights also control the torque and speed in a single unit. Thetorque control weight unit is acted upon by a pressure differential onthe opposite sides of a flow measuring orifice and a set of torquecontrol springs. The speed control governor is acted upon by a throttleshaft which may be positioned so as to control a spring force tending tobias the speed control governor flyweights against the centrifugal forceacting thereon.

In both of these embodiments, a single governor system is used tocontrol both torque and speed, and a minimum of hardware, and thereforecost, is required to produce a completed governor. Further, both controlsystems in each of the embodiments are in simultaneous operation so thatno shifting of control from one governing device to the other takesplace at any stage of operation and the engine is under constant controlwith no condition of instability.

Basically, the torque control system of the present invention comprisesfive fundamental elements which, together, produce the desired effects.

A flow measuring orifice in the governor receives all fuel passingthrough the fuel pump and a pressure difierential is generated at theorifice which is proportional to the volume of flow. This pressuredifferential is imposed upon a servo system to control the quantity offuel delivered to the fuel injector. It should be understood that thesegovernors may be used with engines having either direct injectionsystems or fuel pumps and, hereafter, the words injector" and fuel pumpshall be used interchangeably with no limitation to one or the otherbeing intended thereby.

A governor flyweight-shaft apparatus in the torque control systemgenerates a force which is proportional to the square of the operatingspeed. This force is modified and fed to a servo valve to produce asignal which regulates the quantity of fuel passed to the injector as afunction of engine speed.

One or more force transfer springs connect the governor shaft to theservo valve and transmit the force of the governor to the servo. Thedeflection of the spring is proportional to the force imposed by thegovernor shaft. As engine speed increases, the deflection of the springtends to increase due to the increased governor force output.Conversely, as engine speed decreases, the spring deflection also tendsto decrease. In this manner, the governor flyweights move as a functionof the engine speed and, therefore, the force delivered to the servovalve from the governor shaft regulates the quantity of fuel to theinjector as a function of engine speed.

One or more governor torque control springs are also utilized to alterthe governor force output as a function of engine speed, therebyproducing a force, during certain portions of the engine speed range,which is not directly proportional to the square of the engine speed.These torque control springs may be utilized to either add to orsubtract from the governor force which is applied to the servo valve.

A servo system, to which the governor force and the pressuredifferential are applied, controls the total fuel flow to the injectorby regulating a metering orifice. Under the influence of the pressuredifferential signal and the modified governor output force signal, theservo system positions itself to produce a flow metering orifice areawhich provides the necessary inlet flow at the flow measuring orifice toproduce the desired operating speed.

Other advantages, objects, modes, and embodiments of this invention willbe understood by reference to the detailed description and accompanyingdrawing which illustrate what are presently considered to be preferredembodiments of the best mode contemplated for utilizing the novelprinciples of the invention as set forth in the claims.

BRIEF DESCRIPTION OF THE DRAWING FIG. 2 is a similar illustration of analternate embodiment of I the present invention; and

FIG. 3 is a graph illustrating the desired torque curve, or relationshipbetween maximum torque and speed.

DETAILED DESCRIPTION As shown in FIG. 1, a preferred embodiment of theengine control system according to the present invention comprises ahousing 11 having an input fuel passage 13. The fuel in the passagereaches a chamber about an annulus 15 on a governor shaft 17 by passingthrough a groove and passage 19 of a slidable sleeve 21. The fuel thenpasses through a flow measuring orifice 23 in the sleeve 21 and enters apassage 25 through which it is delivered to a transfer pump 27 and afirst pressure differential chamber 29.

Fuel in the passage 13 is also delivered to a second pressuredifferential chamber 31 by means of a passage 33. In this manner, fuelon the input side of the flow measuring orifice 23 is delivered tochamber 31 and fuel which is passed through the orifice is delivered tochamber 29. Between these chambers, a movable servo valve 35 ispositioned so that fuel leaving the pump 27 moves through a passage 37,around an annulus 39 in the servo valve 35, through a flow meteringorifice 41, and to the injection device (not shown), via a line 43,through which fuel is injected for combustion into the engine. Fuelleaving the pump 27 may also pass through a passage 47 through which itis directed to an injection timing apparatus (not shown) so as tocontrol the injection timing of the fuel delivered to the injector, ifdesired.

The servo valve 35 is thus acted upon by fuel in the chambers 29 and 31in accordance with a pressure differential between the fuel in each ofthese chambers generated by the flow measuring orifice 23.

The servo valve is also acted upon indirectly by a set of flyweights 49which pivot about points 51 in response to rotation of the flyweightstogether with a governor carrier 53 which is driven by a gear 55 poweredby the engine.

As the flyweights 49 are rotated, centrifugal force acting thereon willcause them to pivot about points 51 so that the lever arms 57 thereofwill act against a shoulder or collar 59 on the governor shaft 17 todrive it to the right, as viewed in the figure. This force will betransmitted to the servo valve 35 via a force transfer spring 61 whichaids in urging the servo valve toward the right. As the engine speedincreases, causing the governor shaft 17 to move further to the right, aset of torque control springs 63 and 65 will sequentially enter intocontact with the governor carrier 53 so as to further aid incounteracting part of the governor force exerted on the servo valve.While the torque control springs have been illustrated as a pair ofsprings having different lengths, it should be appreciated that morethan two springs or a variable spring could be used to accomplish thisfunction.

The slidable sleeve 21 may be moved axially by means of a shaft 65 whichhas a small eccentric 67 at its end projecting into the sleeve. As theshaft is rotated by the engine operator, the eccentric tends to slidethe governor sleeve either to the right or to the left so as to adjustthe position of the flow measuring orifice 23 relative to an orificecontrolling shoulder 69 on the governor shaft.

Transfer pump 27 is placed in the system so as to increase the pressureon the downstream side of the flow measuring orifice 23 to the levelrequired to properly fill the high pres sure pumping element of the fuelinjector. Since this pump must be of such a size as to deliver thegreatest volume of fuel which might ever be required during operation ofthe engine, under normal conditions its capacity will be greater thanthat required and a relief valve must be utilized to dump excess fuelleaving the pump to avoid excessive pressure levels. This could beaccomplished by the installation of a check valve between the passages25 and 37. As an alternative, however, a passage 73 in the servo valveis in communication with the area about the annulus 39 so that fuel atexcessive pressure can move through the passage 73 and past a platevalve 75 at the end of the servo valve. Since the plate valve isdirectly contacted by the force transfer spring 61, the pressure withinthe annulus 39 is controlled as a direct function of the force beingexerted through this spring. As a result, the transfer pump outputpressure is effectively a function of engine speed squared, ascontrolled by the governor force, and that pressure required to fill thehigh pressure element of the fuel pump or injector.

In operation, the governor functions in slightly difierent mannersdepending on the operating speed of the engine. First, the operationwill be considered in the case in which the engine has been lugged downbelow the desired speed and is therefore operating along a torque curvesuch as that illustrated in FIG. 3.

When the engine is operating along the torque curve and is controlledtotally by the torque control device, the governor shaft 17 will havemoved to the left, as viewed in the drawing, with respect to theslidable sleeve 21 and the flow measuring orifice 23 will be wide open.Fuel will pass through passage 13 and groove and passage 19 into thearea about the annulus 15. As the fuel reaches the flow measuringorifice 23, a pressure differential will be generated on opposite sidesof the orifice, resulting in a similar pressure differential beingexerted on opposite sides of the servo valve 35. In other words, thehigher pressure will be exerted in chamber 31 and the lower pressurewill be exerted in chamber 29. This pressure differential will varyapproximately as the square of the flow passing through the orifice 23.Therefore, the pressure drop across the orifice is the measure of theflow passing into the injection system and is used by the servo valve 35to meter the proper quantity of fuel to the engine.

In view of the pressure differential between the fuel in the chamber 29and 31, the larger pressure in chamber 31 tends to move the servo valve35 to the left, as viewed in the drawing, to close the flow meteringorifice 41. In opposition to this force, the governor force, as modifiedby the torque control springs, when they are effective, and the forceexerted by the fuel in chamber 29 are applied to the left side of theservo valve, tending to move it toward the right, i.e., to open themetering orifice 41. Therefore, the servo valve will seek a position atwhich a balance between the applied governor force and the pressuredifferential force is attained.

An increase in the flow of fuel through the orifice 23 will result in anincrease in the pressure differential across the orifice. This willresult in a greater differential pressure being exerted on the servovalve 35 so that the increased pressure in chamber 31 and the reducedpressure in chamber 29 results in an imbalance with the applied governorforce causing servo valve 35 to move in a direction in which theeffective size of the metering orifice 41 is continuously reduced,thereby reducing the fuel flow and increasing the pressure differential,until the forces are again in balance. The servo valve will then remainin the new position until such time as the pressure differential againchanges.

If the flow through the measuring orifice 23 is reduced, the pressuredifferential in the chambers 29 and 31 will also become reduced and theapplied governor force will overcome a portion of the pressuredifferential and tend to move the servo valve to the right. This, ofcourse, tends to open the flow metering orifice 41, increasing the fuelflow and decreasing the pressure differential until a balance is onceagain achieved.

It should be noted that when the engine is lugged down below the desiredspeed and is operating on the torque curve, the flow measuring orifice23 is wide open, as shown in FIG. 1.

Referring now to FIG. 3, a graph has been illustrated showing therelationship between maximum torque and engine speed (rpm). The dashedline designated A indicates the maximum torque which would be producedby an engine controlled by the governor shaft 17 with no force absorbingsprings utilized to absorb any of the governor force. In other words, inthis case, governor force would always be directly proportional toengine speed squared. A torque curve of this nature would usually behighly unsatisfactory since, if a large load were applied to the enginewhen the engine was running at maximum speed, it would stall out andcome to a stop very quickly.

The line designated B-C, however, illustrates a more desirable maximumtorque curve since, if a load is applied to the engine while it isrunning at maximum speed, a greater amount of torque will be provided asthe engine slows down so that its tendency to stall will be reduced or,at worst, efiectively controlled. I

The portion of the line B-C designated B is brought about by the use offorce transfer spring 61 which allows the governor shaft 17 to move tothe right, as the governor weight force increases with an increase inspeed, at a rate greater than that which servo valve 35 moves to theright. As the engine speed increases, the governor weights 49 swingoutwardly about points 51, thereby causing an increasein the radius ofeach weight's center of gravity about the axis of shaft 17. As a resultof the increase in radius, governor force increases at a rate greaterthan engine speed squared.

In other words, since spring 61 effectively produces lost motion betweenshaft 17 and valve 35 so that a relatively large movement of the shaftresults in only a relatively small movement, if any, of the valve,precise and accurate positioning of the valve relative to orifice 41 canbe produced at the same time that the radius of each weight's center ofgravity is increased a relatively large amount. Therefore, engine torqueor power increases as engine speed increases, by allowing more fuel topass through orifice 41, resulting in a curve such as that designated asB of line B-C in the graph.

The portion C of the line B-C is brought about by the use of the torquecontrol springs 63 and 65 which come into effect only after apredetermined engine speed has been reached, i.e., shaft 17 has beenmoved a predetermined amount to the right, and act to decrease theamount of fuel passing through the metering orifice 41, therebydecreasing torque, by absorbing some of the governor force at the higherspeeds so that proportionally smaller positioning force will be exertedon valve 35. Thus it will be understood that the shape of the torquecurve can be very closely controlled by the selection of the forcetransfer and torque control springs. For example, the upper portion ofthe curve may be controlled in such a way that the maximum torque occursat the speed at which spring 63 begins to exert a force on the shafi 17.

Now, considering the second type of operation in which the engine isoperating at a governed speed at a torque which is less than maximumtorque for that speed, such as indicated at 7 point D in the graph ofFIG. 3, it is to be recalled that the position of the sleeve 21 may becontrolled by the operator by means of the shaft 65 and eccentric 67 topreset the governor speed. As the engine speed increases, as may happenwhen the load is reduced, the governor shaft 17 begins to move towardthe right due to the increase in the centrifugal force applied to theflyweights 49 by the additional rotational speed. Since the governorshaft tends to move to the right, when shoulder 69 reaches the peripheryof orifice 23 it will begin to close off the orifice and efiectivelydecrease its size. As the size of the measuring orifice 23 is reduced,the pressure differential across servo valve 35 is increased until itreaches a differential such that orifice 41 has been reduced in size toproduce the proper flow rate to the injectors to maintain the desiredengine speed. As the speed increases further, perhaps due to a furtherdecrease in engine load, the governor shaft 17 will move further towardthe right until, if necessary, the orifice 23 is completely closed bythe shoulder 69. When this occurs, all fuel flow to the fuel pump orinjector is completely stopped because the orifice 23 is closed and thepressure differential across servo valve 35 will become great enough toclose 011'- fice 41.

Thus it will be seen that when the engine is operated at a speed whichcauses the shoulder 69 on the governor shaft 17 to be positioned so asto be adjacent to the periphery of and partially block the measuringorifice 23, the engine will operate at substantially a constant speed.If the speed should increase slightly, the governor shaft will move toreduce the size of orifice 23, thereby increasing the pressuredifferential to reduce the orifice 41, thereby reducing fuel flow andengine speed; if engine speed should decrease, the shaft will withdrawthe shoulder from at least a portion of the orifice 23, thereby allowingorifice 41 to be enlarged to increase the fuel flow to the engine. As aresult, the governor not only operates as a torque control system, butalso as a constant speed system for the engine controlled. Additionally,since both systems are controlled by orifice 41, there is no shift froma torque control system to a constant speed system there can be noinstability of operation regardless of the type of changes in operatingconditions which the engine undergoes or the speed with which theyoccur.

Referring now to the embodiment shown in FIG. 2, a governor element 111has been shown without a housing for the sake of simplicity. In thisembodiment a pump 113 delivers fuel to a first passage 115 through whichit is transferred to a groove 117 in the rotatable governor element 111.The fuel then passes through a passage 119 and into a chamber 121, oneend of which is sealed off by a diaphragm 123 which is fixed to a torquegovernor shaft 125.

Fuel from the pump also passes through a passage 127 having a flowmeasuring orifice 129 therein and into a groove 131 in the governorelement. The fuel in the groove 131 then passes through a passage 133and into a chamber 135 formed on the opposite side of the diaphragm 123.Thus, the fuel in chamber 121 acting upon the diaphragm 123 tends tomove the governor shaft to a position in which a fuel metering orifice137 is closed by an end of the shaft. On the other hand, fuel in thechamber tends to open the orifice 137. Since the pressure in chamber 121is greater than the pressure in chamber 135 as a result of the pressuredifferential across the flow measuring orifice 129, the pressuredifferential will tend to maintain the orifice 137 in the closedcondition.

A biasing spring 139 within the chamber 135 tends to open the orifice137 so that over-fueling can be accomplished when the engine is beingstarted.

A torque governor weight 141 is slidably movable relative to theopposite end of the governor shaft 125 so that a governor force transferspring 143, acting against a collar or shoulder 145 fixed on thegovernor shaft, tends to open the orifice 137, due to the centrifugalforce exerted on the weight when the governor element 1 l l is rotating.

Biasing spring 147 and torque control springs 150-152 act on thegovernor weight 141 in ways which may be determined by spring rate,length, etc., so as to shape the torque curve in a variety of ways, eachfitting a specific engine use.

Thus, the fuel pressure differential on the opposite sides of thediaphragm 123 and the centrifugal force acting against the weight 141may, if properly selected, produce an essentially identical torque curve(FIG. 3) as the structure illustrated in the embodiment of FIG. 1,insofar as the torque control function is concerned.

When fuel passing through the passage 133 and chamber 135 moves past thegovernor shaft and through the flow metering orifice 137, it enters apassage 155 and passes through an orifice 159, a chamber 161 and apassage system 163 to the fuel pump or injector.

A speed governor weight 165 fixed on the shaft 157 tends to drive theshaft to a position in which the orifice 159 is closed when the element111 rotates. This movement of the weight and shaft are resisted by aspring 167 acting between a shoulder or collar 169 fixed to the shaftand a movable collar 171. Theposition of the collar 171, and thus thecontrol of the biasing force exerted by spring 167, is axiallyadjustable by means of a throttle shaft 173 which is moving along itsown axis so that complementary inclined surfaces on the shaft 173 andcollar 17] will cooperate to move the collar.

In this manner, the speed control shaft 157 produces an identical resultas the cooperation of shoulder 69 and orifice 23 in the embodiment ofFIG. 1 and the throttle shaft 173 produces the same result as does theshaft 67 and sleeve 121.

In other words, spring 167 will exert a force against the shaft 157 todriveit outwardly in opposition to the force exerted by the weight 165.If theengine speed should increase, the increased force of weight 165will tend to close the orifice and reduce the amount of fuel deliveredto the engine.

Thus it can be seen that in both of the described embodiments, theengine torque and speed can be very accurately controlled with a minimumamount of hardware which is simple in nature and with no instability inengine operation when the control thereof is shifted between the speedand torque control systems.

With this disclosure, the applicant has provided two embodiments of anew and improved concept in the engine control art which yield a trueadvancement in that art.

Many further embodiments, modifications, and alterations of theseembodiments will be obvious to those skilled in the art, withoutdeparting from the scope afforded by the invention as defined in theclaims; wherefore, what is claimed is:

1. A governor for controlling the operation of an engine comprising amovable governor shaft,

a centrifugal force-actuated weight system acting on said governorshaft,

means for passing all of the fuel to be injected into the engine throughthe governor,

means for measuring the volume of fuel flowing through said fuel passingmeans and for generating a flow rate signal in response thereto,

means for metering the fuel passing from the governor to the engine inresponse to the fuel flow signal generated by said measuring means, and

means interconnecting said governor shaft and said metering means foradjustment of said metering means in accordance with the speed of theengine, including means for varying the adjustment of said meteringmeans by said governor shaft in accordance with a predeterminedrelationship between the volume of fuel flowing through said measuringmeans and the speed of the engine.

2. The governor of claim 1 including means on said governor shaft forcontrolling the volume of fuel passing through said measuring means. 3.The governor of claim 1 including means for manually adjusting thevolume of fuel which can flow through at least one of said measuringmeans and said metering means in accordance with a predetermined enginespeed. 4. The governor of claim 1 wherein said governor shaft includesmeans for altering the flow through said measuring means in accordancewith a predetennined desired engine speed. 5. The governor of claim 1wherein said governor shaft includes means for altering the flow throughsaid metering means in accordance with a predetermined desired enginespeed. 6. The governor of claim 1 wherein said means for measuring fuelflow includes a sleeve member movable relative to said governor shaftand having a pressure differential generating orifice therein. 7. Thegovernor of claim 6 wherein said governor shaft includes means foraltering the effective size of said pressure differential generatingorifice in accordance with a predetermined desired engine speed. 8. Thegovernor of claim 7 including means for moving said sleeve memberrelative to said governor shaft so as to control the volume of fuelwhich will flow through said orifice, prior to reduction of the size ofsaid'orifice by said altering means, and thereby control the speed ofthe engine. 9. The governor of claim 6 wherein said governor shaftincludes means for altering the said metering means to control fuel flowin accordance with a predetermined desired engine speed. 10. Thegovernor of claim 1 wherein said means for metering fuel flow to theengine includes a metering orifice in said passing means and valve meansfor altering the effective size of said metering orifice. 11. Thegovernor of claim 1 wherein said measuring means includes fuel pressuredifferential means for causing a first pressure and a second pressure tobe generated in the fuel in said passing means and said metering meansincludes a metering orifice in said fuel passing means and a valve meansfor altering the effective size of said metering orifice in-response tofuel at the first pressure acting to enlarge the efiective size of saidmetering orifice and fuel at the second pressure acting to reduce theeffective size of said metering orifice. 12. The governor of claim 1 1wherein said adjustment varying means includes at least one biasingmember for reducing the adjustment force exerted by said governor shafton said metering means. 13. The governor of claim 1 1 wherein saidadjustment varying means includes a force transfer spring intermediatesaid governor shaft and said valve means for transmitting an adjustmentforce to said valve means from said governor shaft. 14. The governor ofclaim 13 wherein said adjustment varying means further includes at leastone biasing means associated with said governor shaft for reducing theadjustment force transmitted through said force transfer spring onlyafter the engine has attained a predetermined speed. 15. The governor ofclaim 14 including means for altering the differential between the firstand second pressures in response to a change in engine speed. 16. Thegovernor of claim 1 1 wherein said adjustment varying means includeslost motion means such that said governor shaft can move a largedistance relative to said valve means. 17. The governor of claim 1wherein said means for measuring fuel flow includes a pressuredifferential generating orifice in said passing means a pressuredifferential sensing means fixed to said governor shaft, and fuelpassage means connecting a first side of said orifice to a first side ofsaid sensing means and connecting the second side of said orifice to thesecond side of said sensing means. 18. The governor of claim 1 whereinsaid means for metering fuel flow to the engine includes an orifice insaid passing means and valve means integral with said governor shaft foraltering the effective size of said orifice. 19. In an engine governorhaving a centrifugal force-actuated governor shaft, the improvementcomprising means for passing fuel to be injected into said enginethrough said governor, means within said passing means for creating apressure differential as a function of the volume of the fuel passingthrough said governor, means for sensing the pressure differentialgenerated by said creating means, means for metering the fuel passingfrom said governor to said engine, means for adjusting said meteringmeans in accordance with the centrifugal force exerted on said governorshaft and the pressure differential sensed by said sensing means, firstmeans for modifying the adjustment force exerted by said governor shafton said adjusting means so as to provide a predetermined maximum volumeof fuel to said engine at each possible engine speed within a firstrangeof engine speeds, and second means for modifying the amount ofadjustment force exerted by said governor shaft on said adjusting meansso as to provide a predetermined maximum volume of fuel to said engineat each possible engine speed within a second range of engine speeds.20. A governor for controlling the operation of an engine comprising amovable governor shaft, a centrifugal force-actuated weight systemacting on said governor shaft, means for passing fuel through thegovernor to be injected into the engine, means for measuring the fuelflowing through said fuel passing means and for generating a flow ratesignal in response thereto including a sleeve member movable relative tosaid governor shaft and having a pressure differential generatingorifice therein, means operatively associated with said governor shaftfor altering the effective size of said pressure differential generatingorifice in accordance with a predetermined desired engine speed, meansfor moving said sleeve member relative to said governor shaft so as tocontrol the volume of fuel which will pass through said orifice, priorto reduction of the size of said orifice by said altering means, andthereby control the speed of the engine, means for metering the fuelpassing from the governor to the engine in response to the fuel flowsignal generated by said measuring means, and means interconnecting saidgovernor shaft and said metering means for adjustment of saidmeteringmeans in accordance with the speed of the engine, including means forvarying the adjustment of said metering means by said governor shaft inaccordance with a predetermined relationship between the volume of fuelflowing through said measuring means and the speed of the enne. 21. Egovernor for controlling the operation of an engine comprising a movablegovernor shaft, 1 a centrifugal force-actuated weight system acting onsaid governor shaft, means for passing fuel through the governor to beinjected into the engine, means for measuring the fuel flowing throughsaid fuel passing means and for generating a flow rate signal inresponse thereto including a sleeve member movable relative to saidgovernor shaft and having a pressure differential generating orificetherein, means for metering the fuel passing from the governor to theengine in response to the fuel flow signal generated by said measuringmeans, t means on said governor shaft for altering said metering meansto control fuel flow in accordance with a predetermined desired enginespeed, and means interconnecting said governor shaft and said meteringmeans for adjustment of said metering means in accordance with the speedof the engine, including means for varying the adjustment of saidetering means by said governor shaft in accordance with a predeterminedrelationship between the volume ;of fuel flowing through said measuringmeans and the speed of the engrne.

1. A governor for controlling the operation of an engine comprising amovable governor shaft, a centrifugal force-actuated weight systemacting on said governor shaft, means for passing all of the fuel to beinjected into the engine through the governor, means for measuring thevolume of fuel flowing through said fuel passing means and forgenerating a flow rate signal in response thereto, means for meteringthe fuel passing from the governor to the engine in response to the fuelflow signal generated by said measuring means, and means interconnectingsaid governor shaft and said metering means for adjustment of saidmetering means in accordance with the speed of the engine, includingmeans for varying the adjustment of said metering means by said governorshaft in accordance with a predetermined relationship between the volumeof fuel flowing through said measuring means and the speed of theengine.
 2. The governor of claim 1 including means on said governorshaft for controlling the volume of fuel passing through said measuringmeans.
 3. The governor of claim 1 including means for manually adjustingthe volume of fuel which can flow through at least one of said measuringmeans and said metering means in accordance with a predetermined enginespeed.
 4. The governor of claim 1 wherein said governor shaft includesmeans for altering the flow through said measuring means in accordancewith a predetermined desired engine speed.
 5. The governor of claim 1wherein said governor shaft includes means for altering the flow throughsaid metering means in accordance with a predetermined desired enginespeed.
 6. The governor of claim 1 wherein said means for measuring fuelflow includes a sleeve member movable relative to said governor shaftand having a pressure differential generating orifice therein.
 7. Thegovernor of claim 6 wherein said governor shaft includes means foraltering the effective size of said pressure differential generatingorifice in accordance with a predetermined desired engine speed.
 8. Thegovernor of claim 7 including means for moving said sleeve memberrelative to said governor shaft so as to control the volume of fuelwhich will flow through said orifice, prior to reduction of the size ofsaid orifice by said altering means, and thereby control the speed ofthe engine.
 9. The governor of claim 6 wherein said governor shaftincludes means for altering the said metering means to control fuel flowin accordance with a predetermined desired engine speed.
 10. Thegovernor of claim 1 wherein said means for metering fuel flow to theengine includes a metering orifice in said passing means and valve meansfor altering the effective size of said metering orifice.
 11. Thegovernor of claim 1 wherein said measuring means includes fuel pressuredifferential means for causing a first pressure and a second pressure tobe generated in the fuel in said passing means and said metering meansincludes a metering orifice in said fuel passing means and a valve meansfor altering the effective size of said metering orifice in response tofuel at the first pressure acting to enlarge the effective size of saidmetering orifice and fuel at the second pressure acting to reduce theeffective size of said metering orifice.
 12. The governor of claim 11wherein said adjustment varying means includes at least one biasingmember for reducing the adjustment force exerted by said governor shafton said metering means.
 13. The governor of claim 11 wherein saidadjustment varying means includes a force transfer spring intermediatesaid governor shaft and said valve means for transmitting an adjustmentforce to said valve means from said governor shaft.
 14. The governor ofclaim 13 wherein said adjustment varying means further includes at leastone biasing means associated with said governor shaft for reducing theadjustment force transmitted through said force transfer spring onlyafter the engine has attained a predetermined speed.
 15. The governor ofclaim 14 including means for altering the differential between the firstand second pressures in response to a change in engine speed.
 16. Thegovernor of claim 11 wherein said adjustment varying means includes lostmotion means such that said governor shaft can move a large distancerelative to said valve means.
 17. The governor of claim 1 wherein saidmeans for measuring fuel flow includes a pressure differentialgenerating orifice in said passing means a pressure differential sensingmeans fixed to said governor shaft, and fuel passage means connecting afirst side of said orifice to a first side of said sensing means andconnecting the second side of said orifice to the second side of saidsensing means.
 18. The governor of claim 1 wherein said means formetering fuel flow to the engine includes an orifice in said passingmeans and valve means integral with said governor shaft for altering theeffective size of said orifice.
 19. In an engine governor having acentrifugal force-actuated governor shaft, the improvement comprisingmeans for passing fuel to be injected into said engine through saidgovernor, means within said passing means for creating a pressuredifferential as a function of the volume of the fuel passing throughsaid governor, means for sensing the pressure differential generated bysaid creating means, means for metering the fuel passing from saidgovernor to said engine, means for adjusting said metering means inaccordance with the centrifugal force exerted on said governor shaft andthe pressure differential sensed by said sensing means, first means formodifying the adjustment force exerted by said governor shaft on saidadjusting means so as to provide a predetermined maximum volume of fuelto said engine at each possible engine speed within a first range ofengine speeds, and second means for modifying the amount of adjustmentforce exerted by said governor shaft on said adjusting means so as toprovide a predetermined maximum volume of fuel to said engine at eachpossible engine speed within a second range of engine speeds.
 20. Agovernor for controlling the operation of an engine comprising a movablegovernor shaft, a centrifugal force-actuated weight system acting onsaid governor shaft, means for passing fuel through the governor to beinjected into the engine, means for measuring the fuel flowing throughsaid fuel passing means and for generating a flow rate signal inresponse thereto including a sleeve member movable relative to saidGovernor shaft and having a pressure differential generating orificetherein, means operatively associated with said governor shaft foraltering the effective size of said pressure differential generatingorifice in accordance with a predetermined desired engine speed, meansfor moving said sleeve member relative to said governor shaft so as tocontrol the volume of fuel which will pass through said orifice, priorto reduction of the size of said orifice by said altering means, andthereby control the speed of the engine, means for metering the fuelpassing from the governor to the engine in response to the fuel flowsignal generated by said measuring means, and means interconnecting saidgovernor shaft and said metering means for adjustment of said meteringmeans in accordance with the speed of the engine, including means forvarying the adjustment of said metering means by said governor shaft inaccordance with a predetermined relationship between the volume of fuelflowing through said measuring means and the speed of the engine.
 21. Agovernor for controlling the operation of an engine comprising a movablegovernor shaft, a centrifugal force-actuated weight system acting onsaid governor shaft, means for passing fuel through the governor to beinjected into the engine, means for measuring the fuel flowing throughsaid fuel passing means and for generating a flow rate signal inresponse thereto including a sleeve member movable relative to saidgovernor shaft and having a pressure differential generating orificetherein, means for metering the fuel passing from the governor to theengine in response to the fuel flow signal generated by said measuringmeans, means on said governor shaft for altering said metering means tocontrol fuel flow in accordance with a predetermined desired enginespeed, and means interconnecting said governor shaft and said meteringmeans for adjustment of said metering means in accordance with the speedof the engine, including means for varying the adjustment of saidmetering means by said governor shaft in accordance with a predeterminedrelationship between the volume of fuel flowing through said measuringmeans and the speed of the engine.